Internal-combustion engine



Nov. 14,A 1944. M` MALLORY w 2,362,838

4 v INTEBNAL-COMBUSTION ENGINE Filed Dec. s1; 1942 IN VEN TOR.

WO/Wega Y maintain a speed of 40 miles per hour.

Patented Nov. 14,1944 l ortica;

. mfrnnNAL-comUSrroN ENGINE Marlon Mallory, Detroit, Mich. Q

'Application December 31, 1942, Seal-No. 470,765

ucnms. (culas-fe) firms invention relates to an mtemaicombustion engine.

It is wen known that al1-internal companion engine develops more horsepower per pound of fuel used when operating on wide openthrottle than it does on part throttle. It is for this reason that a small engine gives better emciency when used in a vehiclethan a large engine does. For example; supposing a large engine having 400 cu. in. displacement was used in a vehicle having a certain load, and the engine wouldmove that load at 40 miles per hour with the throttle only one-fourth open and the mileage was 15 miles per gallon. Then supposing a small engine was put in the same vehicle, geared to the vehicle with the same ratio as the large engine was, and more weight was added to theA vehicle to make up Vthe diilerence in weight -of the large and small-engine, itwould be necessary to open the throttle on the small engine much further than the throttle was openedon the large engine to urally, with the greater throttle opening on the small engine, it would be operating with much higher compression at 40 miles per hour than the large engine, which means the small engine would move the vehicle more miles on a gallon of fuel than the large engine would.

The object of this invention isto provide a engine whereby less cubic inch displacement is used when the engine is opera under light loads and more cubic'inchdisp ement can be used when full load or full power is desired. In otherwords, when the engine is operating on part throttle, it is a small engine, and, when operating on wide open throttle, it is a large engine. This gives ,the operator a large engine for acceleration and hard pulls, and at the same time gives him a small engine for economy when.

operating under light loads.

A further. object of thisinvention is to main- Nat- A stillfurther object is to provide an engine having the above objects that is .compact and takes up little more space than the ordinary` engine.

In my engine, the cylinders are arranged in pairs close together and parallel to each other. The pistons are connected to the crankshaft so 1 a very few degrees behind pistoni.

A tain a suiiicient number of power pulsations per crankshaft revolution when .the engine is changed on theconventional eightcylinder four-cycle engine, two of the downward strokes of the c'anky or crank power strokes would receive no power,

'I but if one-hair of the cylinders were cut out on my engine, the downward crank strokes that were receiving power when all of the cylinders were working still receive power but only from-'one piston insteadof two. Thismaintainssmoothness. J o,

that they operate practically simultaneously or together. The cylinders are charged, ignited and exhausted in the same manner; each cylinder being charged and exhausted independent ofl each other, as well as ignited independent of leach other.`

In my engine, two cylinders consist' of one power unit, and, for example, supposing my engine having one power unit was' installed in a motorcycle, both cy1inders, will be delivering power when the throttle was open or nearly open, and there would be a power pulsation every fourth revolution of the crankshaft. -If one cyl-y inder were cut out, there still would be power delivered to the crankshaft every fourth cycle.

In the drawing:

Fig. 1 is a vertical. section through my engine.

each pair of pistons 3 and I to a common crankshaft is preferred but not essential provided the pistons of each pali-.travel substantially together on their intake; compression, power, and exhaust strokes. For purposes of description and not by way lof limitation, piston tis shown as lagging Cylinders. I and 2 are provided with sparkplugs 8 and I0. respectively, for igniting the fuel and air mixture in the combustion chambers of their respective cylinders. rSpark plugs 9 and III are arranged to re cylinders. I and 2.

Cylinders` I and 2 are'provided with intake manifold passageways II and I2, respectively. Manifold passageway II communicates with'cyl- 'finder I through an intake` port I3 controlled by intake valve Il aid manifold passageway I2 communicates with cylinder-2 through an intake port i I! controlled by intake valve I8, Fig. 2. The two intakevalves I4 and I6- are opened -by cams I1 and I8, respectively, and closed by the usual comv pression springs I9.

Cylinders I and 2 are provided with exhaust passageways 20 and 2l, respectively, which are controlled by the usual poppet valves 22 and 23, respectively. The exhaust valves are arranged to be opened by cams 24 and 25 and closed by the usual compression springs 26 when both cylinders of the engine are operating. Manifold passageway II is controlledby the usual butterfly throttle valve 21 'and manifold passageway I2 is controlled by the usual butterfly throttle valve 28. Throttle valves.21 and 28 are fixed to a common shaft 29 and opened and closed in unison.

The engine is `provided with a, duplex carburetor'generally designated 30, having a fuel bowl (not shown) connected with a source of liquid fuel in the customary manner. The carburetor is provided with venturis 3I and 32 which communicate withv the intake manifold passageways II and I2, respectively. The carburetor venturis 3l and 32 are provided with fuel nozzles or jets 33 and 34, respectively. Fuel nozzle 34 is connected at all times by means of fuel line or passageway 35 with the fuel bowl of the carburetor.

Nozzle 33 is connected by means of fuel line 36 with the carburetor bowl. However, fuel line 36 is arranged to -be closed off, as described below, at certain times by valve 31 connected into fuel line 36.

In the event that the engine is idling or working with light load and part throttle, it is proposed to reduce the cubic displacementof the engine by cutting out one cylinder in each power unit. As above described, each power unit comprises two cylinders, such as I and 2. Therefore, it is proposed under such condition to cut out cylinder I of each power unit by holding exhaust valve `22 open and shutting off fuel jet 33 and spark plug 9. 'Ihis can be done in any one of several ways; it can be done manually or by connections which operate off the throttle or by connections operated from the instrument board by hand. By way of example, rather than for purposes of limitation, I have shown an arrangement for cutting off cylinder I by the use of manifold suction. To this end there is provided a .suction device comprising a housing 39, a flexible diaphragm 4I) which divides the housing into chambers 4I and 42. Chamber 42 opens -to atmosphere through opening 10 through which rod 48 passes with a clearance as shown whereas chamber 4I commimicates with the intake passageway by means of conduit 43, one end of which is connected to the housing as at 44 and the other end of which communicates with passageway 45 in the carburetor housing. Passageway 45 communicates at one end with orifice 46 in the intake passageway on the engine side of throttle 21.

A rod 48 has one end fixed to the flexible diaphragm 49 andthe other end is pivotally'connected to lever 49 as at 50. Lever 49 isr pivoted lever 53 contacts the valve insert plate 54 and is free to move up and down in slot 55 in the valve housing. Valve 31 is connected to one end oi a lever 56 pivotally supported as at 51. lThe other end of lever 56 is connected bylink 58 with lever 49 so that whenever lever 49 is actuated to hold exhaust valve 22 open link 59 and lever. 56 close valve 31 to Shut off the fuel supply to nozzle 33.

VRod 48 has connected thereto a rod 59 which carries at its lower end switch contact 6I) which is'arranged to contact the spring leaf switch ter- .on support 5I as at 52. 'I'he other end of the minals 6I which are connected by line 62 with the ground 63. Switch terminals 6I are connected to the wire or nline 64 which carries the current from the distributorv to the spark plug 9.

The operation of the engine is as follows: When the engine is idling or working with a light load and part throttle, the `vacuum in the intake manifold will be high. This vacuum will be impressed upon diaphragm 40 through orifice 46, conduits 45 and 43, thus causingI diaphragm 130 to raise thereby swinging lever 49 clockwise so 'that lever 49 opens exhaust valve 22 and at the same time acting through link 58 and lever 56 closes valve 31 to close off the fuel supply to nozzie 33. Also at this time diaphragm 40 acts through rod 59 to close switch l6I which grounds or cuts out spark plug 9.

Since the exhaust valve 22 is held open, there will be no compression or suction in cylinder I and therefore no pumping loss will be caused. The engine will now be operating on cylinder 2 only of each power unit. Cylinder I of the power unit will,l of course, always be cut out at idle and thek point at which cylinder I of the -power unit is cut in will depend upon the performance andI the economy of operation of the engine which is desired. To effect greatest economy it lwill', of course, be desirable to have cylinder 2 operate as near to maximum compression as possible at all times and to have cylinder I whenever it is cut in to also operate at the highest compression possible.

The operation of the engine can be described by assuming a, hypothetical case where the engine has only two cylinders, each cylinder having 50 cu. in. displacement. supposing the engine was idling, the' throttles would be almost closed and the vacuum would be high at orifice 46, which would raise diaphragm 40, holding the exhausting valve 22 4open, shutting off the fuel and cutting off the ignition to cylinder. I. Then supposingit was desired to .pull a load with the engine, the throttle would be moved towards an open position. Naturally, the vacuum would drop at orifice 46, permitting spring 60 in the suction device t0 throw exhaust valve 22, spark plug 9 and fuel jet 33 back into operation. The engine would immediately change from a 450 cu. in. displacement engine into a cu. in. displacement engine. v

In the event it was desired to reduce the load on the engine, the throttle valves would be moved towards a closed position, which would increase the vacuum at orifice 46, throwing cylinder I out of operation. Cylinder 2 then would have to carry the-load. Naturally, pulling a light load with cylinder I would require more throttle opening than pulling a light load. with both cyinders, and the engine would be operating on higher compression with greater efficiency.

I do not wish to be limited to the construction shown in the drawing in carrying out my prinlead the other. However. if the engine was built Y 2,302,838 in a radial type. one cylinder could set exactly behind Vthe other and the pistons would operate simultaneously 100% and there would be no lag. In other words, the valve timing of the two cylinders would be identical as well as the ignition timing.

I claim:

- l. An internal combustion engine comprising at least one power unit which consists of a plurality of cylinders, a pistonfor each cylinder, in-- take and exhaust ports for each cylinder, valves for controlling said' ports, ignition means for 11ring the compressed charge in each cylinder, the

cylinders of each power unit'being arranged to charge, compress, fire and exhaust approximately simultaneously, a source of fuel for said intake ports, and means for holding open the exhaust valve, for closing of the fuel charge and shutting oil the ignition means for one of said cylinders of said power unit when onlyvpartof the potential Y -full power of saidengine is desired whereby the number of power strokes per crankshaft revolu.

'remy of independent cylinders, e'p'isten for eeen cylinder, a crankshaft, connecting rods connect; ing each of the pistons of said power unit to the same crank-throw of the crankshaft, intake and exhaust ports 4for each cylinder, valves for con- .trollingfsaid ports, ignition means for iiring the compressed chargejin each cylinder, the cylinders of each power unit being arranged to charge, compress, re and exhaust approximately simultaneouslyI asource of fuel for said intake ports.

and means for holding open the exhaust valve,

for closing. oil the fuel charge and shutting off the ignition means for oneof said cylinders of said powerunit when only part of the potential full power of said engine is desired whereby the number of power 'strokes per crankshaft revolution remains-the same as when all the cylinders of said power unit are operating.

6. An internal combustion engine comprising at least onepower unit which consists of a plu-Y rality of cylinders,- -apiston for each cylinder,

tion remains the same as when all the cylinders of said power unit are operating.

2. An internal combustion engine. comprising at least one power unit which consists o f'a plurality of independent cylinders, a piston for each cylinder, a crankshaft, connecting rods connecting each of the pistons of said power unit to the same crank-throw of the crankshaft, the cylinders of each power unit being arranged to charge,

` compress, lire and exhaust approximately simultaneously, and Vmeans for cutting out one of -the cylinders of said power unit lwhereby the numlber of power strokes per crankshaft revolution remains the same as when all the'cylinders of said power unit are operating.

3. An internal combustion engine comprising at least one power unit which consists of a plurality 'of independent cylinders, a piston for each cylinder, a crankshaft, connecting rods connecting each of the pistons of, said power unit to the same crank-throw of the crankshaft, intake and exhaust ports for -each cylinder, valves for controlling said-ports, ignition means for firing the compressed charge in each cylinder, the cylinders of each power unit being arranged to charge, compress, iire and exhaust approximately simulcylindersof said power "unit when', only part of the potential power of said engine is desired whereby the number of power strokes per crankshaft revolution remains the same as when all Y the cylinders of said power lmit are operating.

4'. An internal combustion engine comprising at least one power unit which consists of a plurality of independent cylinders, a piston for each cylinder, a crankshaft, connecting rods connecting each of the pistons of said power unit to the sam'e crank-throw of the crankshaft, intake and exhaust ports for each cylinder, valves for controlling said ports, ignition means for firing the compressed charge in each cylinder, the cylinders of each power .unit being arranged to. charge,

compress, fire and exhaust approximately silnul-c .i taneously, a source of fue] for said intake ports,

' ports', fa. throttle valve for each of saidintake'l 'passageways the throttle valves for each power unit being arranged to open and close in unison,

intake and exhaust ports for each cylinder, separate intake passageways for each of said intake valves for controlling said ports, ignition means for iring the compressed charge in each cylin- `derthe cylinders of each power unit being ar ranged to ch'arge, compress, nre and exhaust apfproximately simultaneously, and means for cutting outone of the cylinders of said power unit when only' part of the potential power of said engine is desired whereby the number of power strokes per crankshaft revolution remains the same as when all the cylinders of said power unit vare operating.

Y 7. an internal combustion engine comprising at least one POWer unit which consists of a plurality of cylinders, a piston for each cylinder, intake and exhaust ports for each cylinder, separate. intake passageways` for each of said intake ports, a throttle valve for each of said intake taneously, and means forcutting out one of the passagewaysf the throttle valves for each power unit being arranged to open and close in unison, valves forcontrolling said ports, ignition means for firing the compressed charge -in each cylinder, the cylinders of each power unit being arj-v ranged to charge, compress, reand exhaust atproximately simultaneously, a source of fuel forl said intake ports, and means for holding open the exhaust lvalve and for closing on the fuel supply to one of said cylinders of said power unit when only of the potential full power of said "engine is desired wherebyvthe number of power strokes per crankshaft revolution remains the same as when all the cylinders of said power l unit are operating.

8. An internal combustion enginecomprising at least one power unit which consists of a plurality of cylinders, a 'piston for' each cylinder,

' intake and exhaust po'rts for each cylinder, sepaand means for holding open the exhaust valve and f or closing on the' fuel supply to one ofsaid cylrate intake passageways for. each of said intake ports, a throttle valve for each of said intake passageways, the throttle valves for each power unit being arranged to open and close in unison, valves for Vcontrolling said ports, ignition means for firing the compressed charge in each cylininders of said power unit when only part of the` potential fullpower ofsald engine is desired whereby the number of power strokes per crankshaft revolution remains the same as when all the cylinders of said power unit are operating,

5. An internal combtion engine comprising said intaker P01128. and means for holding open the exhaust valve, for closing ofthe fuel charge and shuttingoi! the ignition means for one -of at least onepower unit which consists of a'plu- Il.

der, the cylinders of each power unit. beingv arranged to charge, compress, iire and exhaust 'approximately simultaneously, a source of fuel for said' cylinlzlers of said power unit when only part of the potential full power of said engine is desired whereby the number of power strokes per crankshaft revolution remains the same as when all the cylinders of said power unit are operating. 4

9. An internal combustion engine comprising at least one power unit which consists of a plurality of cylinders, a piston for each cylinder, intake and exhaust ports for each cylinder, separate intake passageway/s for each of said intake ports, a throttle valve for each of said intake passageways, the throttle valves for each power unit being arranged to open and close in unison, valves for controlling said ports, ignition means for ring the compressedharge in each cylinder, the cylinders of each power unit being arranged to charge, compress, re and exhaust approximately simultaneously, and means including a suction operated device connected into the intake passageway for one of said cylinders on the engine side of the throttle valve for opening the exhaust valve and shutting oil the source of fuel for one of the cylinders of said power unit whenever the manifold vacuum is less than a predetermined value.

10. The combination as claimed in claim 9. wherein the suction device is also connected into aseaaaa the said intake passageway on the atmosphere side of said throttle valve.

11. An internal combustion engine comprising at least one power unit which consists of a plurality of cylinders, a. piston for each cylinder, intake and exhaust ports for each cylinder, separate intake passageways for each of said intai'se ports, a throttle valve for each of said. intake passageways, the throttle Valves for each power unit being arranged to open and close in unison, valves for controlling said ports, ignition means for ming the compressed charge in each cylin der, the cylinders of each power unit being arl ranged to charge; compress, fire and. exhaust apfor one of the cylinders of said power unit whenever Vthe manifold vacuum is less than a predetermined value, the said suction device being also connected into the said intake passageway on the atmosphere side of said throttle valve.

- MARION MALLORI. 

